Compound internal combustion engine and method for its use

ABSTRACT

A compound internal combustion engine having an efficiency materially higher than that of an engine operating on the conventional Otto or Diesel cycle. This is accomplished by using the heat of the exhaust gases to compress air, with or without the addition of fuel, which is then injected into the cylinder or cylinders of the engine just prior to ignition. In this manner, less heat is rejected from the overall cycle with improved efficiency. In the preferred embodiment of the invention, a portion of the unused heat energy in the exhaust gases is used in a unidirectional energy converter to compress air or an air/fuel mixture which is then injected into the cylinders of the engine. The exhaust gases and air or the air/fuel mixture are exhausted and introduced in an expansion space in the converter through substantially immediately adjacent ports. The engine, whether it should operate on the Otto or Diesel cycle, does not compress gas on the upstroke of the piston until the compressed gas from the unidirectional energy converter is injected into the cylinder.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation-in-part of application Ser. No.123,544, filed Feb. 22, 1980.

BACKGROUND OF THE INVENTION

As is known, the Otto thermodynamic cycle involves adiabatic compression(i.e., the compression stroke) from some inlet condition of pressure andvolume as the piston moves upwardly in the cylinder. This is followed byan isochoric (i.e., constant volume) pressure rise due to ignition, andthen adiabatic expansion during the power stroke. The hot gases are thenexhausted during the exhaust stroke. The Diesel cycle is similar exceptthat adiabatic compression is followed first by an isochoric pressurerise due to ignition and then by an isobaric addition of heat (i.e.,burning of fuel) prior to adiabatic expansion in the power stroke.

In both the Otto and Diesel cycles, the efficiency of the engine is:##EQU1## where Q_(A) is the heat added and Q_(R) is the heat rejected,much of this rejected heat being in the exhaust gases. At a typicalcompression ratio of 8, the ideal efficiency of an engine operating onthe Otto cycle is about 56.5%; but in actual practice, the efficiency isonly about 30%. This is reflected in much higher exhaust temperaturesthan those which are calculated from ideal, theoretical calculations.For example, almost 60% of the energy supplied by combustion of fuel inan internal combustion engine is expelled with the exhaust gases.Needless to say, if some of this otherwise wasted energy can be fed backto the combustion cycle, considerable improvement in efficiency can beachieved.

SUMMARY OF THE INVENTION

In accordance with the present invention, part of the heat contained inexhaust gases emanating from an internal combustion engine is convertedinto useful work, thereby improving the efficiency of the engine.

In carrying out the invention, an oxygen-containing gas which is to beinjected into a cylinder of an internal combustion engine is compressedwith the use of energy derived from the exhaust gases issuing from theengine, followed by injecting the compressed gas into the cylinder asthe piston approaches the top of the cylinder just prior to ignition offuel mixed with the gas. The fuel can be mixed with the gas in aconventional carburetor prior to compression or, in the case of a Dieselcycle, can be injected directly into the cylinder along with thecompressed gas. The intake valve means in the cylinder is controlledsuch that during the upstroke of the piston prior to ignition,essentially no compression of gas occurs until just prior to the timethat the piston reaches its uppermost position where the gas, compressedwith heat energy derived from the exhaust gases, is injected into thecylinder. Thus, the energy normally required for the compression strokein a conventional internal combustion engine is substantially reduced.

The means for converting heat energy in the exhaust gases to energy inthe form of a compressed gas is preferably performed in a unidirectionalenergy converter such as that shown and described in U.S. Pat. No.3,859,789, issued Jan. 14, 1975. High-temperature pressurized exhaustgas from an internal combustion engine is fed into the unidirectionalenergy converter where the gas energy is initially converted to kineticenergy of pistons. Once expanded, the exhaust gas is discharged from theconverter and a fresh air or air/fuel mixture is taken into thecompressor region of the converter, compressed to the desired pressureby the energy of the pistons, and then discharged into the cylinders ofthe engine.

In a specific embodiment of the invention, the unidirectional energyconverter comprises a continuous, closed-loop passageway containing aplurality of freely-movable bodies or pistons. Means are provided in oneregion of the passageway for propelling the bodies in one directionaround the passageway with the use of exhaust gases from an internalcombustion engine. In another region of the passageway beyond the firstregion, means are provided for converting at least a portion of thekinetic energy of the propelled bodies into energy in the form of acompressed gas. This compressed gas is then conducted through intakevalves into the engine with the intake and/or exhaust valves beingcontrolled such that there is essentially no compression of gas in thecylinders prior to the introduction of the charge from theunidirectional energy converter.

The new subject matter of this continuation-in-part application providesthat in the foregoing method and internal combustion engine, aspirationof an oxygen-containing gas into the continuous, closed-loop passagewayoccurs immediately after expanded gas is exhausted from the passageway.Ducts are preferably arranged to extend generally tangentially and inopposite general directions from intake and exhaust ports in thepassageway. The exhaust gas is passed through an exhaust port situatedin the outer circumference of the passageway. The oxygen-containing gasis aspirated through a port in the inner circumference of thepassageway.

The above and other objects and features of the invention will becomeapparent from the following detailed description taken in connectionwith the accompanying drawings which form a part of this specification,and in which:

FIG. 1 is a schematic illustration of one embodiment of the invention;

FIGS. 2A through 2D illustrate various positions of the piston andvalves of the engine of the invention at various points in an Ottocycle;

FIG. 3 comprises timing waveforms for the inlet and exhaust valves ofthe embodiment of the invention shown in FIGS. 1 and 2;

FIG. 4 is a plot of pressure versus volume illustrating thethermodynamic cycle of the engine of the invention;

FIG. 5 is a simplified showing of the thermodynamic cycle illustrated inFIG. 4;

FIG. 6 is a schematic illustration similar to FIG. 1 illustrating anembodiment according to this continuation-in-part application; and

FIG. 7 is an enlarged sectional view of a segment of a closed-looppassageway with intake and exhaust ducts communicating therewith.

With reference now to the drawings, and particularly to FIG. 1, acylinder 10 of an internal combustion engine is shown having a piston 12reciprocable therein and connected through a piston rod 14 to acrankshaft 16. It will be assumed, for purposes of illustration, thatthe engine is a gasoline engine which operates on the Otto cycle and isprovided with a spark plug 18. An inlet valve 20 is adapted to connectthe top of the cylinder with an intake manifold 22; while an exhaustvalve 24 is adapted to connect the cylinder with an exhaust manifold 26.The cams and rocker arms for actuating the valves are not shown forpurposes of simplicity.

Both the intake and exhaust manifolds 22 and 26 are connected to aunidirectional energy converter, generally indicated by the referencenumeral 28. The energy converter comprises a continuous, closed-loopcircular passageway 30 (schematically shown in cross section) having aplurality of freely-movable bodies or pistons 32 therein. The pistons 32comprise cylindrical, curved elements having a radius of curvaturecorresponding to the radius of curvature of the closed-loop passageway30. Alternatively, the pistons 32 may comprise spheres or othergeometries conforming to the passageway. The tolerance or clearancebetween the surfaces of the pistons 32 and the inside walls of theclosed-loop passageway 30 is such as to permit the pistons to movefreely through the passageway. However, fluid flow past the pistonswithin the passageway is substantially prevented. Additionally, thepistons may be equipped with conventional piston rings. The continuous,closed-loop passageway 30 is provided with four ports 34, 36, 38 and 40spaced around the passageway 30 at intervals of about 90°. Port 34 isconnected to the exhaust manifold 26 as shown; whereas port 40 isconnected to the intake manifold 22. Port 36 is connected to an exhaustpipe 42 which discharges into the atmosphere; while port 38 is connectedto the outlet side of a conventional carburetor 44.

The continuous, closed-loop passageway 30 is divided into regions orzones, the region between ports 34 and 36 comprising an expander sectionwhere exhaust gases entering port 34 cause successive ones of thepistons 32 to be propelled around the passageway 30 in acounterclockwise direction as viewed in FIG. 1. That is, the hot exhaustgases from the engine enter the passageway 30 and expand adiabatically,imparting kinetic energy in the form of increased forward velocity toeach piston 32; while the gas between successive ones of the pistons isreduced in temperature. As the pistons pass port 36, the cooler exhaustgases, which have adiabatically expanded, exit to the atmosphere; whilethe pistons 32 continue on to port 38 where they draw in a mixture offuel and air from the carburetor 44. Between ports 38 and 40, theair/fuel mixture is compressed, the compressed gas exiting through port40 to the intake manifold 22. Between ports 40 and 34, the pistons 32,in a thruster region, move downwardly under gravity and in abutment tothe point where they are again propelled in a counterclockwise directionby the exhaust gases to repeat the cycle. In the thruster region, theforce of gravity acting on the pistons balances the forces around thepassageway; however other means, such as a ratchet-type latch, can beused in the thruster region to prevent backward movement of the pistonsunder the influence of the entering exhaust gases. Thus, exhaust gasesentering port 34 propel the pistons 32 around the closed-loop passageway30; while the compressed mixture of fuel and air entering port 38 iscompressed and exits through port 40 to the intake manifold 22.

In FIGS. 6 and 7, the same reference numerals have been applied to partswhich are identical to the parts described in regard to FIG. 1 and thesuffix "A" has been applied to reference numerals identifying partswhich correspond to the parts which are described in regard to FIG. 1.The intake and exhaust manifolds 22A and 26A, respectively, areconnected as before to a unidirectional energy converter 28A. Thecontinuous, closed-loop circular passageway 30A has a radius ofcurvature corresponding to a radius of curvature of pistons 32A whichare cylindrical curved elements or may comprise spheres or othergeometries conforming to the passageway to permit the pistons to movefreely through the passageway. Fluid flow past the pistons within thepassageway is substantially prevented and the pistons may be equippedwith conventional piston rings. The passageway 30A is provided with fourports 34A, 36A, 38A and 40A which are spaced around the passageway andform regions or zones. An expander section is formed by the regionbetween ports 34A and 36A which, for example, extends about 120° aroundthe passageway wherein exhaust gases entering port 34A cause successiveones of the pistons 32A to be propelled around the passageway in acounterclockwise direction as viewed in FIG. 6. The hot exhaust gasesexpand adiabatically, imparting kinetic energy in the form of increasedforward velocity to each piston 32A throughout the region of theexpander section; while the gas between successive ones of the pistonsis reduced in temperature. As the pistons pass port 36A, the coolerexhaust gases pass from the port which is situated at the outercircumferential wall of the passageway into an exhaust pipe 42A forexhausting into the atmosphere. The exhaust pipe extends in a generallytangential direction to receive the exhaust gases with a minimum ofobstruction after expanding in a unit cell between pistons and movingwith a forward velocity. Immediately, or at least substantiallyimmediately thereafter, oxygen-containing gas is aspirated into thepassageway through port 38A from an intake header pipe 48. The flow ofoxygen-containing gas in pipe 48 is admixed with fuel from carburetor44A. The region between exhaust port 36A and intake port 38A is denotedin FIG. 6 as a vent. Demarcation line 50 denotes the termination ofexhaust port 36A which is immediately adjacent the starting point ofintake port 38A. A relatively small arcuate spacing may be providedbetween ports 36A and 38A, if desired. Intake port 38A is situated inthe wall at the inner circumference of the passageway so that aspirationoccurs due to the Bernoulli effect. The dynamics of fluid flow areenhanced at port 38A by the lower pressure of a pressure differentialthat exists between the inside circumferential wall and the outsidecircumferential wall of the closed-loop passageway in this area. In thisregard, the mass of the pistons and any gas which exists in a unit cellbetween pistons is subject to the inertial effect of movement about theclosed-loop passageway. It will also be observed in regard to FIGS. 6and 7 that the flow of exhaust gases in pipe 42A and oxygen-containinggas in pipe 48 is in a generally parallel relation, although this is notessential. The flow of gases in pipes 42A and 48 at areas adjacent therespective ports is in opposite directions with respect to theclosed-loop passageway.

Between ports 38A and 40A, the fuel, oxygen-containing air mixture iscompressed. Thus, the region between these ports is denoted in FIG. 6 asa compressor. The compressed mixture exits through port 40A to theintake manifold 22A. Between ports 40A and 34A a region denoted in FIG.6 as a thruster, is formed wherein the pistons 32A abut and movedownwardly under gravity to a point where they are again propelled in acounterclockwise direction by exhaust gases to repeat the cycle. Asdescribed hereinbefore a ratchet-type latch or other means can be usedin the thruster to prevent backward movement of the pistons under theinfluence of entering exhaust gases through passageway 34A.

The principle of the invention will be explained in connection with afour-cycle or four-stroke engine; however it will be appreciated that itcan be used equally well with two-cycle engines. The various strokes ofa four-cycle engine are shown in FIGS. 2A-2D. In FIG. 2A, the powerstroke is illustrated with the piston 12 moving downwardly and thecrankshaft 16 rotating in a clockwise direction. Shortly afterinitiation of downward movement of the piston 12 during the powerstroke, the mixture of fuel and air above the piston is ignited; and inthe case of an Otto cycle it is ignited by the spark plug 18. Duringthis time, both the intake and exhaust valves 20 and 24 are closed.

FIG. 2B illustrates the exhaust stroke of the piston 12. During thistime, the piston moves upwardly with the exhaust valve 24 open to forcehot exhaust gases into the exhaust manifold 26 and, thence, to the inletport 34 of the unidirectional energy converter 28. At the completion ofthe exhaust stroke, the exhaust valve 24 closes and the piston againdescends as shown in FIG. 2C. It will be appreciated that in aconventional Otto cycle, the intake valve 20 is open during the downwardstroke shown in FIG. 2C to draw into the cylinder a mixture ofunpressurized air and fuel. However, it will be noted in FIG. 2C that inthe present invention the intake valve 20 remains closed during thisdownward stroke of the piston.

In FIG. 2D, the piston 12 again moves upwardly in what ordinarily wouldbe the compression stroke in a conventional Otto cycle with the fuel/airmixture being compressed prior to ignition while valves 20 and 24 remainclosed. In accordance with the present invention, however, the valve 20remains closed until the piston 12 reaches the approximate positionshown in FIG. 2D. At this time, the intake valve 20 opens and thecompressed fuel/air mixture from outlet port 40 of the unidirectionalenergy converter 28 enters the cylinder 10 where it is again ignited bythe spark plug 18 after valve 20 closes to repeat the cycle.

In FIG. 3, the timing waveforms for the valves 20 and 24 are shown. Whenthe timing waveform rises above the zero axis, the valve is open; andwhen it is on the zero axis the valve is closed. The time period for twocomplete revolutions of the crankshaft 16 or 720° is shown in FIG. 3.Zero degrees in FIG. 3 represents the point at which the piston 12begins its downward movement on the power stroke. The exhaust valve 24(waveform A) remains closed until the crankshaft rotates through 180°,whereupon it opens between 180° and 360° as the piston moves upwardly toexhaust the gases from the cylinder 10. The valve 20, however, whosetiming waveform is identified as waveform B in FIG. 3, does not openuntil almost two complete revolutions of the crankshaft 16 have occurredafter ignition. That is, the valve 20 opens at about the 690° mark andremains open only momentarily, during which time the compressed gas fromthe unidirectional energy converter 28 is forced into the cylinder.

It will be appreciated that as the piston 12 moves downwardly in FIG. 2Cwith both valves 20 and 24 closed, a partial vacuum will be createdabove the piston. However, as the piston again moves upwardly as shownin FIG. 2D, atmospheric pressure acting on the bottom of the piston willassist in the upward movement with the overall effect that no net work(gain or loss) has been accomplished. If desired, a third valve can beprovided for the cylinder which would have a timing waveform illustratedby waveform C in FIG. 3. This valve, not shown, would open at 360°; atthe start of the downward stroke of the piston shown in FIG. 2C, andwould remain open until just prior to the injection of compressed airfrom intake manifold 22. The result would be the same, namely no network being done during the downward and upward strokes of the pistonshown in FIGS. 2C and 2D until the high pressure fuel/air mixture isinjected into the cylinder with the intake valve 20 open. It will beappreciated that valve timing will vary in minor degrees from thisillustration for "fine tuning" of the engine operation.

An exaggerated thermodynamic cycle for the engine just described inconnection with FIGS. 2A-2D is shown in FIG. 4. The compressed air/fuelmixture is combusted at constant volume, V_(C), while causing a pressurerise from points 2 to 3. During combustion, heat, Q_(A), is added. Thehot gas then undergoes adiabatic expansion from points 3 to 4 while thepiston 12 moves downwardly during the power stroke as illustrated inFIG. 2A. At this point, the gas at volume V_(T) is exhausted at constantpressure to the unidirectional energy converter 28 or 28A (points 4 to4a). During this time, the piston 12 is moving upwardly as illustratedin FIG. 2B with exhaust valve 24 open. While in the unidirectionalenergy converter, the cell volume increases from zero to some volume,V_(O), between points 4a and 5 at constant pressure. Ideally, points 4and 5 will coincide. The gas is then adiabatically expanded toatmospheric pressure in the unidirectional energy converter 28 or 28Abetween ports 34 or 34A and 36 or 36A, respectively, this adiabaticexpansion occurring between points 5 and 6 in FIG. 4. At this point,heat, Q_(R), is rejected at atmospheric pressure P_(a) ; and fresh airis taken in through port 38 or 38A and compressed between ports 38 or38A and 40 or 40A in the converter 28 or 28A, respectively (betweenpoints 7 and 8 in FIG. 4). The unit cell between pistons then collapsesto point 8a; and the gas is pushed into the cylinder with intake valve20 open at point 1 in FIG. 4. Again, ideally points 1 and 8 coincide.The piston then compresses the gas adiabatically to the original point;whereupon the cycle repeats.

Since points 4 and 5 ideally coincide, as do points 1 and 8, theresulting simplified ideal thermodynamic cycle is that shown in FIG. 5wherein the shaded area 46 comprises the net work added to aconventional Otto cycle. It will be appreciated, of course, that asimilar result will occur in the Diesel cycle, except that the fuel neednot necessarily be mixed with air prior to compression but may beinjected directly into the cylinder as is conventional. Further, if theexhaust gas energy is excessive to run the unidirectional energyconverter, part of the waste gas may be bypassed by the use of aconventional "wastegate".

Although the invention has been shown in connection with a certainspecific embodiment, it will be readily apparent to those skilled in theart that various changes in form and arrangement of parts may be made tosuit requirements without departing from the spirit and scope of theinvention.

We claim as our invention:
 1. A method for operating an internalcombustion engine having at least one piston reciprocable within acylinder, which comprises the steps of introducing an oxygen-containinggas into an expansion space defined by means outside said cylindersubstantially immediately after expanding exhaust gases issuing from theengine in said expansion space, compressing the oxygen-containing gaswhich is to be injected into the cylinder in said expansion space withthe use of energy derived from expanded exhaust gases, and injectingsaid compressed gas into said cylinder as said piston approaches the topof the cylinder just prior to ignition of fuel mixed with the gas. 2.The method of claim 1 including the step of mixing said fuel with gasprior to its injection into the cylinder.
 3. The method of claim 1wherein said engine has an exhaust stroke and including the step ofpreventing the entrance of an external source of gas or an expandablemedium into the cylinder during the downstroke of said piston followingsaid exhaust stroke.
 4. The method of claim 1 including the step ofsubstantially preventing compression of gas in the cylinder during theupstroke of said piston prior to ignition of fuel until said gas isinjected into the cylinder.
 5. The method of claim 1 wherein saidcylinder is provided with intake valve means, and maintaining the intakevalve means closed at all times except when said gas is injected intothe cylinder.
 6. The method of claim 1 wherein said cylinder is providedwith intake valve means, and controlling the intake valve means toprevent substantial compression of gas within the cylinder during theupstroke of said piston prior to ignition of fuel until said gas isinjected into the cylinder.
 7. The method of claim 1 in which said gasis compressed by movement of pistons around a continuous, closed-looppassageway into which said exhaust gases are injected.
 8. The method ofclaim 7 including the steps of adiabatically expanding said exhaustgases between successive ones of said pistons in a first region of saidcontinuous passageway to thereby propel successive ones of the pistonsin one direction around the passageway, exhausting said exhaust gasesfrom the passageway in a second region of the passageway beyond saidfirst region, said step of introducing an oxygen-containing gasincluding introducing air between successive pistons in a third regionof said passageway which is immediately adjacent said second region,said step of compressing including compressing the air betweensuccessive pistons in said passageway in a fourth region which is beyondsaid third region, extracting said compressed gas from said passageway,and returning said successive ones of the pistons through a first regionof said passageway back to said first region where they are againpropelled by said exhaust gases.
 9. The method according to claim 8wherein said step of exhausting includes passing exhaust gases through aport in the outer circumference of said passageway.
 10. The methodaccording to claim 8 or 9 wherein said step of introducing includesdirection air through a port in the inner circumference of saidpassageway.
 11. A method for operating an internal combustion enginehaving at least one piston recirpocable within a cylinder, whichcomprises the steps of igniting a compressed air/fuel mixture andcombusting the same within said cylinder, adiabatically expanding thecombusted mixture to move the aforesaid piston downwardly in saidcylinder, expelling the exhaust gases of combustion from said cylinderwhile said piston moves upwardly, adiabatically further expanding saidexhaust gases in means having an expansion space after expulsion fromsaid cylinder, introducing an oxygen-containing gas into said expansionspace substantially immediately after adiabatically further expandingthe exhaust gases and employing the energy derived from saidadiabatically expanded exhaust gases to adiabatically compress anoxygen-containing gas in said expansion space, and introducing saidcompressed oxygen-containing gas into said cylinder as said piston movesupwardly in the cylinder and approaches the top of the cylinder prior toignition of said air/fuel mixture.
 12. The method of claim 11 whereinsubstantially all of said adiabatic compression of saidoxygen-containing gas takes place external to said cylinder.
 13. Themethod of claim 11 wherein said further adiabatic expansion of saidexhaust gases and substantially all of said adiabatic compression ofsaid oxygen-containing gas takes place external to said cylinder. 14.The method of claim 11 wherein said exhaust gases are introduced into acontinuous, closed-loop passageway containing a plurality offreely-movable pistons, the pistons being propelled around thepassageway by said adiabatic expansion of the exhaust gases, andutilizing the kinetic energy of the pistons thus propelled to compresssaid oxygen-containing gas.
 15. The method of claim 14 wherein saidexpansion space is between successive ones of said pistons beingpropelled around the passageway, said step of adiabatically furtherexpanding the exhaust gases including exhausting theadiabatically-expanded exhaust gases from said closed-loop passageway,and said step of introducing an oxygen-containing gas including feedingsuch gas into the passageway between successive ones of said propelledpistons, and wherein said step of compressing includes compressing theoxygen-containing gas between successive ones of said pistons.
 16. Themethod of claim 11 including the further step of combusting saidair/fuel mixture at constant volume in said cylinder.
 17. The method ofclaim 11 burning said air/fuel mixture at constant pressure in saidcylinder after said step of combusting.
 18. In an internal combustionengine, a cylinder, a piston reciprocable within said cylinder, acontinuous, closed-loop passageway, a plurality of freely-movable bodiesdisposed within said passageway, means in one region of the passagewayfor propelling said bodies in one direction around the passageway withthe use of exhaust gases from said internal combustion engine, means forexhausting exhaust gases from said passageway, means substantiallyimmediately adjacent said means for exhausting for introducing anoxygen-containing gas into said passageway, means in another region ofthe passageway for converting at least a portion of the kinetic energyof the propelled bodies into energy in the form of a compressedoxygen-containing gas, means for conducting said compressed gas to saidcylinder during the upstroke of said piston as it approaches the top ofthe cylinder prior to ignition of fuel within the cylinder, and meansfor preventing substantial compression of gas within said cylinderduring the upstroke of said piston and prior to conduction of saidcompressed gas to the cylinder.
 19. The internal combustion engine ofclaim 18 wherein said compressed gas comprises a mixture of air and fuelderived from a carburetor.
 20. The internal combustion engine of claim18 wherein said internal combustion engine is a diesel engine, and saidcompressed gas comprises air.
 21. The internal combustion engine ofclaim 18 wherein said passageway has four ports spaced around itsperiphery, one of said ports being connected to a source of exhaustgases under pressure from said internal combustion engine, a second ofsaid ports defining said means for exhausting exhaust gases from thepassagewway after said bodies have been propelled, a third of said portsdefining said means for introducing, and a fourth of said ports actingto convey compressed gas to said cylinder of the internal combustionengine.
 22. The internal combustion engine of claim 18 wherein saidmeans in one region of the passageway propel said bodies within saidpassageway by adiabatic expansion of said exhaust gases.
 23. In aninternal combustion engine, a cylinder, a piston reciprocable withinsaid cylinder, intake and exhaust valves within the cylinder, intake andexhaust manifolds adapted to be connected to said cylinder through theirrespective intake and exhaust valves, a continuous, closed-looppassageway, a plurality of freely-movable bodies disposed within saidpassageway, means in one region of the passageway for propelling saidbodies in one direction around the passageway with the use of exhaustgases from said internal combustion engine, means in another region ofthe passageway for converting at least a portion of the kinetic energyof the propelled bodies into energy in the form of a compressed gas,four ports spaced around the periphery of said passageway, meansconnecting one of said ports to said exhaust manifold, a second of saidports acting to exhaust said exhaust gases from the passageway aftersaid bodies have been propelled, a third of said ports beingsubstantially immediately adjacent the second of the ports and acting todraw gas to be compressed into said passageway, means connecting afourth of said ports to said intake manifold, and means for controllingsaid intake valve such that it opens only as said piston approaches thetop of said cylinder prior to ignition of fuel within the cylinder.